Brake-valve device.



w. v. TURNER. I BRAKE VALVE DEVICE. APPLIOATIONII LEI) MAY 24, 1911.

1,039,222. Patented Sept. 24, 1912.

WINESSES INVE TOR came STATES Pagan OFFICE.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING-HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

BRAKE-VALVE DEVICE.

Patented Sept. 24,1912.

Application filed May 24, 1911. Serial No. 629,189.

T all whom i may concern Be it known that I, Vat/nu: 'V. TURNER, acitizen of the United States, residing at Edgewood, in the county ofAllegheny and State of Pennsylvania, have invented new and usefulImprovements in BrakoValve Devices, of which the following is aspecitication.

This invention relates to fluid pressure brakes, and more particularlyto an engineers brake valve device for controlling the admission andrelease of fluid under pressure to and from the train pipe.

According to a prior application of mine, Serial No. 525,871, tiledNovember 2, 1909, in order to limit the amount of reduction in trainpipe pressure which may be made in a service application of the brakes,a limiting or reducing reservoir is provided into which fluid is ventedfrom the equalizing reservoir, and in order to shorten the time required to effect a given reduction in train pipe pressure, a directexhaust port is pro-- vided through which air is vented from the trainpipe at the same time that the cqualizing reservoir pressure is beingreduced into the limiting reservoir. Means are also provided forautomatically closing the direct exhaust upon equalization of theequalizing reservoir pressure into the limiting or reducing reservoir. While the above mentioned construction operates very satisfactorily, Ihave discovered that the time required to efi'ect a given reduction intrain sipe pressure may be still further reduced. With this priorapparatus, the action is regulated by the time required for theequalizing reservoir to equalize into the reducing reservoir, andaccording towell known principles, the rate of flow gradually becomesslower as the pressure in the reducing reservoir approaches theequalization point, so that the last few pounds are equalized quiteslowly.

The principal object of my present invention is therefore to provide animproved device of the above character in which the time required toeffect a given reduction in train pipe pressure is reduced to a minimum.

In the accompanying drawing, Figure 1 is a sectional view'bf anengincrrs brake valve device embodying mv invent ion showing the rotaryvalve of the brain valve in running position and Fig. 2 a sectional viewof a portion of the brake valve, showing the rotary valve in serviceapplication position.

The cngineers brake valve may be of the usual type comprising a casing 1having a valve chamber 2 containing a rotary valve 3 adapted to beoperated by a handle 4-, and having a piston chamber containing anequalizing piston 5, subject on one side to the pressure of chamber (3communicating through pipe 7 with an equalizing reservoir 8 and subjecton the opposite side to train pipe pressure. The piston operates anequalizing discharge valve 5) for venting air from the train pipe. Ateed valve device 10 may supply fluid through passage 11 to the chamber.2 above the rotary valve, 3 and said rotary valve may be provided withthe usual ports 12 and 13 for supplying fluid in running positionrespectively to train pipe passage 14 and to passage 15 leading tochamber 6.

According to my improvement, a valve device is provided comprising acasing 16 having a valve chamber 17 containing a slide valve 18 andconnected by pipe 19 to the equalizing reservoir 8 and having a pistonchamber 20 containing a piston 21 tor operating said valve. The innerface of the piston 21 is subject to the pressure of the equalizingreservoir in valve chamber 17 and the chamber at the outer face of saidpiston is connected by a pipe 22 to a chamber 23 which in turn isconnected to the seat of the rotary valve 3through pipe 24; and passage25. The'slide valve 18 is provided with a cavity 26 adapted in oneposition of the valve to connect pipe 27 and a passage 28 leading to therotary valve seat with an exhaust port 29.

In the. running position of the rotary valve 3, a cavity 30 connectspassage '25 with exhaust port 31, so that the chamber 23 is normally atatmospheric pressure.

The equalizing reservoir 8 is charged with fluid under pressure throughthe port 13 and passage 15 and consequently the valve chamber 17 issupplied with fluid from the equalizing reservoir through the pipe 19.As the outer face of thepiston 21. is subject to the atmosphericpressure in chamber 23, the fluid pressure in the valve chamber 17maintains said piston in its outer position and the slide valve 18 inposition connecting the pipe 27 with exhaust port 29. The piston 21preferably engages a seat ring 32 in its outer position, so as toprevent leakage past the piston 21 from escapingto the atmosphere. It aservice application of the brakes is desired, the brake valve is turnedto service application position, as shown in Fig. 2 of the drawing, and'in this position, 'a cavity 33 in the rotary valve 3 connects both theequalizing reservoir passage and the train pipe passage 14 with passage28. Fluid is thus vented at the exhaustport 29 controlled by valve 18,both from the equalizing resersure is reduced to said 'limitin examp'le,if the normal train pipe pressure carried is 7 0 pounds and the limitfor reducing the train pipe pressure is determined 50 pounds, then theport 34 should be of such size that the chamber 23 will be char ed from0 060 pounds at-the same time'lt at the equalizing reservoir pressure isreduced from 70 to 50 pounds. It will now be evi- .dentythat in serviceposition, the pressure in valve chamber 17 is reducing while thepressure on the outer face of piston 21 is increasing, so that finallythe 'ressure' on said outerface overbalances the alve chamber pressureand the piston 21 thereupon operates the valve 18 to cut ofl the exhaustport 29 from pipe 27. This closes the direct exhaust from the train pipeand prevents any further reduction in the equalizing reservoir ressure.

charge va'vewill, however, remain open until the train pipe pressure hasreduced to a pointslightly lower than the equalizing reservoir pressure,when the equalizing'discharge valve' will seat and prevent furtherexhaust of air from the train pipe.

' Upon moving the brake valve handle. to runningposition, the chamber 23is con- ,nectedto the exhaust andthe aqualizingreservoir is charged upto the normal train pipe pressure and the increased pressure in valvechamber 17 thereupon shifts the piston 21 to its outer position inwhich.the slide valve connects the pipe 27 with exhaust port 29 in readinessfor making another appli- I trolling the exhaust of air from the equalcation of the brakes.-

It will now be apparent that with the present construction, the timerequired to efiect a given reduction in train pipe pressure is reducedto a minimum, as the equalizing reservoir is vented directly to the at-.inosphere instead of toa closed chamber.

point, for.

The equalizing dis Having now describedmy invention, what ters Patent,is

. 1. In a fluid pressure brake, the combination with a train pipe and abrake valve provided with an equalizing reservoir, an equalizingdischarge 'valve mechanism, and a direct exhaust port for venting fluidfrom the train pipe, of means for controlling the exhaust of air fromthe equalizing reservoir to the atmosphere and operating upon apredetermined reduction in the equalizing reservoir pressure to closesaid atmospheric exhaust. i i 2. In a fluid pressure brake, thecombinaprovided with an" equalizing reservoir, an equalizing dischargevalve mechanism, and a direct exhaust port for venting fluid from thetrain pipe, of means for controlling the exhaust of air from theequalizing reservoir and from the train pipe through said direct exhaustport to the atmosphereand adapted upon a predetermined reduction inequalizing reservoir pressure to close said atmospheric exhaust.

3. Ina fluid pressure brake, the combination with a train pipe and abrake valve an-equalizing discharge valve mechanism governed by thepressure in the equalizing atmospheric exhaust.

4. Ina fluid pressure tion with a train pipe and a brake valve {anequalizing discharge valve mechanism reservoir for controlling thedischarge of air from the train pipe, offa valve device subject to theopposing pressures.- pf the equalizing reservoir and a chamber for con-'trolling the exhaust of air from the'equah izing reservoir and the trainpipe. 5. In a fluid pressure brake, the combina:

tion with a train pipe and a brake valve provided with an equalizingreservoir and an equalizing discharge valve mechanism reservoir forcontrolling the discharge of air from the train pipe, of a valve devicesubject to the opposing pressures of the equalizing reservoir and achamber for conizing reservoir and directly from the train pipe. v

6.' In a fluid pressure brake, the combination with a. train pipe and abrake valve provided with an equalizing reservoir and an equalizingdischarge valve mechanism I claim asnew and desire to secure by Let--reservoir for controlling the discharge of air from the train pipe,-ofmeans for controlling tion with a train pipe and a brake valve 7provided with an equalizing reservoir and equalizing reservoir pressureto close saidf brake, the coinbilli rv-- i provided; with an equalizingreservoir and governed by the pressure in the equalizing governed by'thepressure in the equalizing governed by the pressure in the equalizingreservoir for controlling the dischar e of air from the train pipe, of.a. valve r evice subject to the opposingressures-of equalizing reservoiranda c amber normally at atmospheric pressure for controlling the Iexhaust of air from the equalizing reservoir and directly from the traindpipp, and means for supplying fluid to sai c amber upon reduclngthe'pressure in the equalizin res- "ervoir to thereby operate said valveevice reservoir pressure to close said at ;:a predetermined reduction inequalizing I exhaust.,

" In a fluid pressure brake, the combination with a train-pipe and abrake valve provided with an equalizing reservoir and an equalizingdischarge valve mechanism governed by the pressure in theequalizing.

the

the equalizing reservoir to thereby operate said valve exhaust upon apredetermined reduction in equalizing reservoir pressure. '8. In a fluidpressure brake, the combination with a train pipe and a brake valveprovided with an equalizing reservoir and an equalizing discharge valvemechanism governed by the pressure in the equalizing reservoir forcontrollin from'the train pipe, 0 ject to the opposing izing reservoirand atmospheric pressure for controlling the exhaust of air from theequalizing reservoir and directly from the train pipe to the at- V avalve device submosphere and means for charging said chamber to apredetermined de es of'pressure at substantially the same time that theequalizin reservoir pressure said pre etermined pressure.

In testimony whereof, I have hereunto setmy hand.

WALTER V, TURNER. Witnesses:

A. M. CLEMENTB, B. A. OLIVER.

Copies ot'this patent may be obtained for five cents each, by addressingthe "Commissioner 0! ratents, Washington, D. Q.

device to closethe atmospheric the discharge of air.

pressures of the equala chamber normally atis reduceglstq

